Aircraft motor control method, device, electronic speed regulator and aircraft

Abstract

The embodiment of the present application provides a motor control method, device, electronic speed regulator and aircraft for an aircraft, the method comprising: receiving a speed control value sent by a flight control unit and an estimated speed value of a motor fed back by a vector control unit, and determining a speed error value based on the estimated speed value and the speed control value, and performing a proportional integral operation on the speed error value to obtain a reference current value. Obtain a current error value between the reference current value and the estimated current value fed back by the vector control unit, and perform a proportional integral operation on the current error value to obtain a reference voltage value. Input the reference voltage value into the vector control unit so that the vector control unit controls the rotation of the motor according to the reference voltage value. The embodiment of the present application improves the problem that the existing control method has a large speed error and is not suitable for systems with high requirements for speed.

Description

Technical Field

[0001] The present application relates to the technical field of aircraft, and in particular to a motor control method and device for an aircraft, an electronic speed regulator, and an aircraft. Background Art

[0002] With the development of the aircraft industry, the control method for the electronic speed controller of the aircraft is also constantly being improved.

[0003] Most existing electronic speed controllers are controlled by current loop control, which refers to the method of feeding back the current output by the control circuit to the current input terminal, and the electronic speed controller sends a certain pulse width signal to the motor to control the propeller speed. This control method controls the propeller speed through the electronic speed controller, and the speed will have a large error, which is not suitable for systems with high speed requirements. Summary of the invention

[0004] In view of this, the embodiments of the present application provide a motor control method, device, electronic speed regulator and aircraft for an aircraft to improve the problem that the existing motor control method has a large error in the rotational speed and is not suitable for systems with high requirements on the rotational speed.

[0005] To achieve the above-mentioned purpose, an embodiment of the present application provides a motor control method for an aircraft, the method comprising: receiving a speed control value sent by a flight control unit and an estimated speed value of a motor fed back by a vector control unit; determining a speed error value between the estimated speed value and the speed control value; performing a proportional-integral operation on the speed error value to obtain a reference current value; receiving an estimated current value of the motor fed back by the vector control unit; determining a current error value between the estimated current value and the reference current value; performing a proportional-integral operation on the current error value to obtain a reference voltage value; and inputting the reference voltage value into the vector control unit so that the vector control unit controls the rotation of the motor according to the reference voltage value.

[0006] An embodiment of the present application also provides a motor control device, which includes: a first receiving module, used to receive a speed control value sent by a flight control unit and an estimated speed value of the motor fed back by a vector control unit; a speed error acquisition module, used to determine a speed error value between the estimated speed value and the speed control value; a reference current acquisition module, used to perform a proportional-integral operation on the speed error value to obtain a reference current value; an estimated current acquisition module, used to receive the estimated current value of the motor fed back by the vector control unit; a current error acquisition module, used to determine a current error value between the estimated current value and the reference current value; a reference voltage acquisition module, used to perform a proportional-integral operation on the current error value to obtain a reference voltage value; and a first input module, used to input the reference voltage value into the vector control unit so that the vector control unit controls the rotation of the motor according to the reference voltage value.

[0007] An embodiment of the present application further provides an electronic speed regulator, which includes the above-mentioned motor control device.

[0008] An embodiment of the present application also provides an aircraft, which includes the above-mentioned electronic speed governor.

[0009] The beneficial effects of the motor control method, device, electronic speed regulator and aircraft provided by the embodiments of the present application are as follows:

[0010] The embodiment of the present application receives the speed control value sent by the flight control unit and the estimated speed value of the motor fed back by the vector control unit, determines the speed error value according to the estimated speed value and the speed control value, and performs proportional integral operation on the speed error value to obtain a reference current value, obtains the current error value between the reference current value and the estimated current value fed back by the vector control unit, and performs proportional integral operation on the current error value to obtain a reference voltage value. The reference voltage value is input into the vector control unit so that the vector control unit controls the rotation of the motor according to the reference voltage value. Compared with the existing control method, the embodiment of the present application adjusts the reference voltage value by receiving the estimated speed value and the estimated current value fed back by the vector control unit, so as to improve the problem that the existing control method has a large error in the speed and is not suitable for systems with high requirements on the speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0012] Figure 1 is a schematic structural block diagram of an aircraft provided in an embodiment of the present application;

[0013] Figure 2 is a schematic structural block diagram of a vector control unit provided in an embodiment of the present application;

[0014] Figure 3 is a flow chart of a motor control method for an aircraft provided in an embodiment of the present application;

[0015] Figure 4 yes Figure 3 The specific step flow chart of step S1 is shown;

[0016] Figure 5 It is a flowchart of a specific implementation of the motor control method of the aircraft provided in the embodiment of the present application;

[0017] Figure 6 yes Figure 5 The specific step flow chart of step S10 is shown;

[0018] Figure 7 It is a functional relationship diagram between the propeller speed data and the propeller thrust data;

[0019] Figure 8 is a schematic structural block diagram of a motor control device for an aircraft provided in one embodiment of the present application;

[0020] Fig. 9 yes Figure 8 A schematic structural block diagram of a first receiving module is shown. DETAILED DESCRIPTION

[0021] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. The following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present application.

[0022] Please refer to Figure 1 , Figure 1 FIG. 1 shows a schematic structural block diagram of an aircraft 100 provided in an embodiment of the present application. Figure 1As shown, the aircraft 100 may include a memory 102, a storage controller 104, a controller 106, a flight control unit 108, a communication unit 110, an electronic speed governor 112, and a motor 114, wherein the electronic speed governor 112 includes a vector control unit 200. These components may realize data interaction or communication with each other through one or more communication buses or signal lines 116. Specifically, the flight control unit 108 is connected to the controller 106, the controller 106 is connected to the electronic speed governor 112, and the vector control unit 200 is connected to the motor 114.

[0023] The memory 102 can store various software programs and modules, such as the program instructions / modules of the motor control method provided in the embodiment of the present application. The controller 106 executes various functions, applications and data processing, such as the motor control method provided in the embodiment of the present application, by running the software programs and modules stored in the memory 102.

[0024] The memory 102 may include, but is not limited to, a random access memory (RAM), a read only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable read-only memory (EEPROM), etc. The controller 106 and other possible components may access the memory 102 under the control of the memory controller 104.

[0025] The memory 102 may be a peripheral memory, such as an external hard disk. Of course, the memory 102 may also be integrated with other components such as the storage controller 104 and the controller 106, and the specific location of the memory 102 should not be understood as a limitation to the present application.

[0026] The controller 106 can be an integrated circuit chip with signal processing capabilities. The controller 106 can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components. It can implement or execute the methods and steps disclosed in the embodiments of the present application. The general-purpose processor can be a microprocessor or the controller can also be any conventional processor, etc.

[0027] The flight control unit 108 can control the aircraft 100 to perform flight missions according to the instructions of the controller 106. In some embodiments, the flight control unit 108, the controller 106, and the storage controller 104 can be implemented in a single chip. In some other examples, they can be implemented by separate chips.

[0028] The communication unit 110 is used to realize the interaction between the remote controller, the control console or other suitable equipment and the flight control unit 108. Specifically, the communication unit 110 may include a secondary power board PWC, a communication main node board NOD, a dual-machine switching board EMA, a main processor board MPU, a clock driver board CKV, a switching network board BNET, a storage board MEM, a multi-frequency mutual control board MFC, a protocol processing board LAP, an alarm board ALM, a signal sound board SIG, a module communication processing board LPMC2 and an optical fiber communication board OPT. The communication unit 110 can be used to receive different control instructions input by the user through the remote controller, and send the control instructions to the flight control unit 108.

[0029] The flight control unit 108 is used to receive the control instruction sent by the communication unit 110, and send a corresponding control signal to the electronic speed controller 112 according to the control instruction. The control signal sent by the flight control unit 108 is specifically a control signal value.

[0030] The electronic speed controller 112 is used to receive the control signal value output by the flight control unit 108, convert the control signal value into a speed control value, and determine the speed error value between the estimated speed value and the speed control value according to the speed control value and the estimated speed value of the motor fed back by the vector control unit; perform proportional integral operation on the speed error value to obtain a reference current value; receive the estimated current value of the motor fed back by the vector control unit; determine the current error value between the estimated current value and the reference current value; perform proportional integral operation on the current error value to obtain a reference voltage value; input the reference voltage value to the vector control unit 200, so that the vector control unit 200 controls the rotation of the motor according to the reference voltage value. One embodiment of converting the control signal value into the speed control value is: directly converting the control signal value into the transfer control value according to the linear relationship between the control signal value and the speed control value, and another embodiment is: obtaining the output force value corresponding to the control signal value according to the linear mapping relationship between the predetermined control signal value and the output force value. The electronic speed controller 112 then obtains the speed value corresponding to the output force value according to the functional relationship between the predetermined output force value and the motor speed value. The control signal corresponding to the rotational speed value corresponding to the output force value may be used as a rotational speed control value sent by the flight control unit 108 to the electronic speed governor 112 .

[0031] The electronic speed regulator 112 is a control device for controlling the speed of the motor 114. According to different control mechanisms, it can be divided into electronic, hydraulic, pneumatic and mechanical types. The electronic speed regulator 112 provided in the embodiment of the present application can be an electronic electronic speed regulator.

[0032] Understandably, Figure 1 The structure shown is for illustration only. The aircraft 100 may also include Figure 1 More or fewer components as shown, or with Figure 1 Different configurations are shown. Figure 1 Each component shown in the figure can be implemented by hardware, software or a combination thereof.

[0033] See also Figure 2 , Figure 2 FIG. 2 shows a schematic diagram of the structure of the vector control unit 200 provided in an embodiment of the present application. Figure 2 As shown in the dashed box, the vector control unit 200 includes a Park inverse transformation module 210 , a SVM module 220 , a three-phase full-bridge module 230 , a Clarke transformation module 240 , a Park transformation module 250 , and a position and speed estimation module 260 .

[0034] The Clarke transformation module 240 is used to obtain the current signals Ia, Ib, and Ic output by the three-phase full-bridge module 230. Wherein, Ia, Ib, and Ic are the currents of each phase in the three-phase full-bridge module 230. The Clarke transformation module 240 transforms Ia, Ib, and Ic into Iα and Iβ through Clarke transformation, and transforms the current signal from a three-axis, two-dimensional stator coordinate system to a two-axis orthogonal system. Wherein, the above three axes are the a-axis, the b-axis, and the c-axis; the above two axes are the α-axis and the β-axis.

[0035] After Park transformation by the Park transformation module 250, Iα and Iβ are transformed into Id and Iq, so that the current is transformed from the two-axis stationary coordinate system to the two-axis rotating coordinate system. Among them, the two coordinate axes of the two-axis stationary coordinate system are the α axis and the β axis; the two coordinate axes of the two-axis rotating coordinate system are the d axis and the q axis. The angle between the α-β axis coordinate system and the dq axis coordinate system can be represented by θ. Among them, Iq is the estimated current value of the motor fed back by the vector control unit.

[0036] The position and speed estimation module 260 is used to receive Iα and Iβ and the voltages Va, Vb, and Vc transmitted through the three-phase full-bridge module 230, and estimate the position and speed of the motor 114 according to the above parameters. The speed ω of the motor 114 estimated according to the above parameters is the estimated speed value of the motor. Va is the voltage signal corresponding to Ia, Vb is the voltage signal corresponding to Ib, and Vc is the voltage signal corresponding to Ic.

[0037] The current Id is converted into Vd after proportional-integral operation, and the Park inverse transformation module 210 receives Vd and the reference voltage value Vq, and obtains Vα and Vβ through Park inverse transformation. That is, the voltage signal is originally expressed as Vd and Vq in the two-axis rotating coordinate system, and the voltage signal is expressed as Vα and Vβ in the two-axis stationary coordinate system after the transformation.

[0038] The SVM (Space Vector Modulation) module 220 can perform Clarke inverse transformation on Vα and Vβ to obtain Vr1, Vr2 and Vr3. That is, the voltage signal is originally represented as Vα and Vβ in the two-axis stationary coordinate system, and the voltage signal is represented as Vr1, Vr2 and Vr3 in the transformed three-axis three-phase stator reference coordinate system. Then, the control vector modulation (Space Vector Modulation) technology is used to generate a pulse width modulation signal of the voltage signal of the motor 114.

[0039] The three-phase full-bridge module 230 obtains Va, Vb, Vc, and Ia, Ib, Ic corresponding to Va, Vb, Vc, respectively, according to Vr1, Vr2, and Vr3.

[0040] Example

[0041] See also Figure 3 , Figure 3 The application example provided by the present application is shown Figure 1 The flowchart of the motor control method of the aircraft 100 is shown in FIG. The steps related to the method can be implemented by the electronic speed controller 112. Figure 3 The specific process shown in the figure is described in detail. Figure 3 As shown, the rotation mechanism control method provided in the embodiment of the present application may include the following steps.

[0042] Step S1, receiving the speed control value sent by the flight control unit and the estimated speed value of the motor fed back by the vector control unit.

[0043] Specifically, the flight control unit 108 sends a control signal value, and the electronic speed controller 112 can convert the control signal value into a transfer control value according to the linear relationship between the control signal value and the speed control value. The electronic speed controller 112 receives the speed control value of the flight control unit 108 so that the speed of the motor 114 can be adjusted to be consistent with the speed control value according to the speed control value, that is, Figure 2 ωRef shown.

[0044] Step S2, determining a speed error value between the estimated speed value and the speed control value.

[0045] Specifically, the speed control value ωRef may be subtracted from the estimated speed value ω to obtain the speed error value.

[0046] Step S3, performing proportional-integral operation on the rotation speed error value to obtain a reference current value.

[0047] The speed error value obtained by subtracting the speed control value from the estimated speed value is proportionally integrated to obtain the reference current value IqRef. For details, see Figure 2 .

[0048] Step S4, receiving the estimated current value of the motor fed back by the vector control unit.

[0049] In the vector control unit, the three-phase full-bridge module 230 outputs Ia, Ib, and Ic. Among them, Ia, Ib, and Ic are the currents of each phase in the three-phase full-bridge module 230. After Ia, Ib, and Ic are Clarke transformed by the Clarke transformation module 240, Iα and Iβ are obtained. After Iα and Iβ are Park transformed by the Park transformation module 250, Id and Iq are obtained. Among them, Iq is the estimated current value of the motor 114 mentioned above.

[0050] Step S5, determining a current error value between the estimated current value and the reference current value.

[0051] Specifically, the reference current value can be subtracted from the estimated current value to obtain the current error value.

[0052] Step S6, performing a proportional-integral operation on the current error value to obtain a reference voltage value.

[0053] A proportional-integral operation is performed on a current error value obtained by subtracting the reference current value IqRef from the estimated current value Iq to obtain a reference voltage value Vq.

[0054] Step S7 , inputting the reference voltage value into the vector control unit 200 , so that the vector control unit 200 controls the rotation of the motor according to the reference voltage value.

[0055] For more information, please see Figure 2 After the reference voltage value Vq is input to the vector control unit, the vector control unit performs Park inverse transformation on Vq and Vd to obtain Vα and Vβ, and then performs Clarke inverse transformation on Vα and Vβ to obtain Vr1, Vr2 and Vr3. Then, Va, Vb, Vc, and Ia, Ib, Ic corresponding to Va, Vb, Vc are obtained through the three-phase full bridge of the vector control unit. The vector control unit outputs Ia, Ib, Ic to the motor 114 to control the rotation of the motor 114.

[0056] The embodiment of the present application adjusts the reference voltage value by receiving the estimated speed value and the estimated current value fed back by the vector control unit 200, so that the error between the speed of the motor 114 and the control signal value becomes smaller, which is suitable for systems with higher requirements on the speed.

[0057] For more information, please see Figure 4 , Figure 4 The specific steps of step S1 shown in another embodiment of the present application are shown, including:

[0058] Step S11 , receiving the control signal value output by the flight control unit 108 .

[0059] The control signal value may be a dimensionless value, which may be any value between 0 and 16384. The specific value of the control signal value may correspond to the control range of the remote controller of the drone. For example, the speed of the motor 114 of the drone may be controlled by the pull rod of the remote controller. When the pull rod of the remote controller is pulled to half of the pull rod range, the flight control unit 108 may output a control signal value of 16384 / 2=8192.

[0060] Step S12, obtaining an output force value corresponding to the control signal value according to a predetermined linear mapping relationship between the control signal value and the output force value.

[0061] The output force is the pulling force generated by the rotation of the propeller when the motor 114 rotates to drive the propeller to rotate.

[0062] The linear mapping relationship between the control signal value and the output force value can be output force value = control signal value / maximum control signal value × maximum output force value. The maximum control signal value can be a pre-set value. For example, if the control signal value can take a value between 0 and 16384, the maximum control signal value is 16384. The maximum output force value is the pulling force generated by the propeller when the propeller speed is the maximum, which can be measured in advance by experiment.

[0063] Step S13 , obtaining a rotation speed value corresponding to the output force value according to a predetermined functional relationship between the output force value and the motor rotation speed value, and using the rotation speed value as the received rotation speed control value sent by the flight control unit 108 .

[0064] There is a clear functional relationship between the output force value and the motor speed value. After obtaining the specific output force value, the motor speed value corresponding to the output force value can be obtained according to the above functional relationship.

[0065] The functional relationship between the output force value and the motor speed value can be determined based on a plurality of output force values ​​and the motor speed values ​​respectively corresponding to the plurality of output force values ​​to determine the corresponding relationship between the output force value and the motor speed value.

[0066] Specifically, the range from 0 to the maximum motor speed value can be divided into N equal parts, and the output force corresponding to the motor speed value at each divided point can be obtained; or the range from 0 to the maximum output force value can be divided into N equal parts, and the motor speed value corresponding to the output force value at each divided point can be obtained; N can be a natural number greater than 1.

[0067] The control signal value and the output force value are linear, and the output force is the pulling force generated by the rotation of the propeller driven by the rotation of the motor. Therefore, compared with the existing motor control method, the method provided in this embodiment can make the flight process of the aircraft smoother.

[0068] Before obtaining the speed value corresponding to the output force value according to the functional relationship between the predetermined output force value and the motor speed value, the method may further include:

[0069] Step S10, obtaining the functional relationship between the output force value and the motor speed. Figure 5 .

[0070] The range from 0 to the maximum motor speed value can be divided into N equal parts, and then the output force value corresponding to the motor speed value at each equal division point can be obtained respectively;

[0071] The range from 0 to the maximum output force value may also be divided into N equal parts, and the motor speed value corresponding to the output force value at each divided point may be obtained.

[0072] Then, according to the output force value and the motor speed value obtained in the above manner, a functional relationship between the output force value and the motor speed value is determined.

[0073] For more information, please see Figure 6 , Figure 6 Shows Figure 5 The specific steps of step S10 include step S101 to step S102.

[0074] Step S101, obtaining a plurality of motor speed values ​​and an output force value corresponding to each motor speed value.

[0075] The output force is the pulling force generated by the rotation of the propeller when the motor rotates. Specifically, the motor speed value and the output force value can be obtained by the following method:

[0076] Place the electronic scale horizontally, fix the motor 114 bracket on the surface of the electronic scale, install the motor 114 on the above-mentioned motor 114 bracket, and then install the propeller on the side of the motor 114 close to the electronic scale, so that the pulling force generated by the rotation of the propeller can act on the electronic scale. Connect the electronic speed regulator 112 to the motor 114, and give the motor 114 a speed through the electronic speed regulator 112. The speed of the motor 114 is equal to the speed of the propeller, and the pulling force data corresponding to the speed is read on the electronic scale. After obtaining a series of propeller pulling force and propeller speed data, the user can input the series of data into the controller 106.

[0077] Step S102: determining a functional relationship between the output force value and the motor speed value according to the obtained motor speed value and the output force value corresponding to the motor speed value.

[0078] Specifically, the measured motor speed value and the pulling force data corresponding to the motor speed value can be modeled using MATLAB to determine the functional relationship between the pulling force and the speed, that is, the functional relationship between the output force value and the motor speed value. Of course, it can also be determined by the controller 106 in the aircraft, and the specific determination process should not be understood as a limitation of the present application.

[0079] For example, the data of motor speed and pulling force can be shown in the following table:

[0080]

[0081] The measured motor speed and tension data are fitted to obtain the functional relationship between tension and motor speed, that is, the functional relationship between output force value and motor speed value. The functional relationship between output force value and motor speed value can be expressed as y=ax 2+bx+c, wherein y represents the motor speed value, and x represents the output force value. a, b, and c are all parameters determined according to each motor speed value among the multiple motor speed values ​​and the output force value corresponding to each motor speed value.

[0082] The specific equations for determining the pulling force and speed can be found in Figure 7 , the expression of the above functional relationship is specifically: y = -0.0395x 2 +38.928x+133.01.

[0083] Another embodiment of the present application also provides a motor control device for an aircraft. The device can be arranged in the electronic speed regulator 112 and connected to the vector control unit 200. Figure 8 , the device 300 comprises:

[0084] The first receiving module 310 is used to receive the speed control value sent by the flight control unit and the estimated speed value of the motor fed back by the vector control unit.

[0085] The speed control value includes a specific value of the speed, that is, the speed control value is sent to the electronic speed regulator so that the electronic speed regulator adjusts the speed of the motor to be consistent with the specific value of the speed according to the specific value of the speed, that is, Figure 2 ωRef shown.

[0086] The speed error acquisition module 320 is used to determine a speed error value between the estimated speed value and the speed control value.

[0087] Specifically, the speed control value ωRef may be subtracted from the estimated speed value ω to obtain the speed error value.

[0088] The reference current acquisition module 330 is used to perform a proportional-integral operation on the rotation speed error value to obtain a reference current value.

[0089] The speed error value obtained by subtracting the speed control value from the estimated speed value is proportionally integrated to obtain the reference current value IqRef. For details, see Figure 2 .

[0090] The estimated current acquisition module 340 is used to receive the estimated current value of the motor fed back by the vector control unit.

[0091] In the vector control unit, the three-phase full-bridge module 230 outputs Ia, Ib, and Ic. Among them, Ia, Ib, and Ic are the currents of each phase in the three-phase full-bridge module 230. After Ia, Ib, and Ic are transformed by the Clarke transformation module 240, Iα and Iβ are obtained. After Iα and Iβ are transformed by the Park transformation module 250, Id and Iq are obtained. Among them, Iq is the estimated current value of the above-mentioned motor.

[0092] The current error acquisition module 350 is used to determine a current error value between the estimated current value and the reference current value.

[0093] Specifically, the reference current value IqRef may be subtracted from the estimated current value Iq to obtain the current error value.

[0094] The reference voltage acquisition module 360 ​​is used to perform a proportional-integral operation on the current error value to obtain a reference voltage value.

[0095] A proportional-integral operation is performed on a current error value obtained by subtracting the reference current value IqRef from the estimated current value Iq to obtain a reference voltage value Vq.

[0096] The first input module 370 is used to input the reference voltage value to the vector control unit, so that the vector control unit controls the rotation of the motor according to the reference voltage value.

[0097] For more information, please see Figure 2 After the reference voltage value Vq is input to the vector control unit, the vector control unit performs Park inverse transformation on Vq and Vd to obtain Vα and Vβ, and then performs Clarke inverse transformation on Vα and Vβ to obtain Vr1, Vr2 and Vr3. Then, Va, Vb, Vc, and Ia, Ib, Ic corresponding to Va, Vb, Vc are obtained through the three-phase full bridge of the vector control unit. The vector control unit outputs Ia, Ib, Ic to the motor to control the rotation of the motor.

[0098] For more information, please see Fig. 9 , Fig. 9 : shows a structural block diagram of the first receiving module 310. The first receiving module 310 also includes:

[0099] The control signal receiving submodule 311 is used to receive the control signal value output by the flight control unit.

[0100] The control signal value may be a dimensionless value, which may be any value between 0 and 16384. The specific value of the control signal value may correspond to the control range of the remote controller of the drone. For example, the speed of the motor of the drone may be controlled by the pull rod of the remote controller. When the pull rod of the remote controller is pulled to half of the pull rod range, the flying unit may output a control signal value of 16384 / 2=8192.

[0101] The linear mapping submodule 312 is used to obtain an output force value corresponding to the control signal value according to a predetermined linear mapping relationship between the control signal value and the output force value; the output force is the pulling force generated by the rotation of the propeller driven by the rotation of the motor.

[0102] The output force is the pulling force generated by the rotation of the propeller when the motor rotates to drive the propeller to rotate.

[0103] The linear mapping relationship between the control signal value and the output force value can be output force value = control signal value / maximum control signal value × maximum output force value. The maximum control signal value can be a pre-set value. For example, if the control signal value can take a value between 0 and 16384, the maximum control signal value is 16384. The maximum output force value is the pulling force generated by the propeller when the propeller speed is the maximum, which can be measured in advance by experiment.

[0104] The functional relationship submodule 313 is used to obtain a speed value corresponding to the output force value according to a predetermined functional relationship between the output force value and the motor speed value, and use the speed value as the speed control value received from the flight control unit.

[0105] There is a clear functional relationship between the output force value and the motor speed value. After obtaining the specific output force value, the motor speed value corresponding to the output force value can be obtained according to the above functional relationship.

[0106] The functional relationship between the output force value and the motor speed value can be determined based on a plurality of output force values ​​and the motor speed values ​​respectively corresponding to the plurality of output force values ​​to determine the corresponding relationship between the output force value and the motor speed value.

[0107] Specifically, the range from 0 to the maximum motor speed value can be divided into N equal parts, and the output force corresponding to the motor speed value at each divided point can be obtained; or the range from 0 to the maximum output force value can be divided into N equal parts, and the motor speed value corresponding to the output force value at each divided point can be obtained; N can be a natural number greater than 1.

[0108] The control signal value and the output force value are linear, and the output force is the pulling force generated by the rotation of the propeller driven by the rotation of the motor. Therefore, compared with the existing motor control method, the method provided in this embodiment can make the flight process of the aircraft smoother.

[0109] For more information, please see Figure 8 , also includes a function relationship acquisition module 380, and the function relationship acquisition module 380 is used to obtain the function relationship between the output force value and the motor speed.

[0110] The functional relationship acquisition module 380 may include:

[0111] The output force value acquisition submodule 381 is used to obtain multiple motor speed values ​​and an output force value corresponding to each motor speed value.

[0112] The range from 0 to the maximum motor speed value can be divided into N equal parts, and then the output force value corresponding to the motor speed value at each divided point can be obtained; or the range from 0 to the maximum output force value can be divided into N equal parts, and the motor speed value corresponding to the output force value at each divided point can be obtained.

[0113] The function fitting submodule 382 is used to determine the functional relationship between the output force value and the motor speed value according to each motor speed value obtained and the output force value corresponding to each motor speed value.

[0114] Specifically, the measured motor speed value and the pulling force data corresponding to the motor speed value can be modeled using MATLAB to determine the functional relationship between the pulling force and the speed, that is, the functional relationship between the output force value and the motor speed value. Of course, it can also be determined by the controller 106 in the aircraft, and the specific determination process should not be understood as a limitation of the present application.

[0115] The embodiment of the present application adjusts the reference voltage value by receiving the estimated speed value and the estimated current value fed back by the vector control unit, thereby improving the problem that the speed of the existing control method has a large error and is not suitable for systems with high requirements for the speed. In addition, by establishing a linear relationship between the control signal value and the output force value instead of establishing a linear relationship between the control signal value and the speed, the problem that the existing aircraft shakes unsteadily during flight due to repeated corrections to the control signal value for controlling the propeller speed is improved.

[0116] In several embodiments provided in the present application, it should be understood that the disclosed modules and methods can also be implemented in other ways. The module embodiments described above are merely schematic, for example, the flowcharts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the modules, methods and computer program products according to multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a part of a module, a program segment or a code, and a part of the module, program segment or code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart can be implemented with a dedicated hardware-based system that performs a specified function or action, or can be implemented with a combination of dedicated hardware and computer instructions.

[0117] In addition, the functional modules in the various embodiments of the present application may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.

[0118] If the functions are implemented in the form of software function modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art, and the computer software product is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as USB flash drives, mobile hard disks, read-only memories (ROM, Read-Only Memory), random access memories (RAM, Random Access Memory), magnetic disks or optical disks. It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variation thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0119] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application. It should be noted that similar numbers and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0120] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A motor control method for an aircraft, characterized in that: The method comprises: Receive the speed control value sent by the flight control unit and the estimated speed value of the motor fed back by the vector control unit; determining a speed error value between the estimated speed value and the speed control value; Performing proportional-integral operation on the speed error value to obtain a reference current value; receiving an estimated current value of the motor fed back by the vector control unit; determining a current error value between the estimated current value and the reference current value; Performing a proportional-integral operation on the current error value to obtain a reference voltage value; inputting the reference voltage value into the vector control unit so that the vector control unit controls the rotation of the motor according to the reference voltage value; The receiving of the speed control value sent by the flight control unit includes: Receive a control signal value output by a flight control unit; According to a linear mapping relationship between a predetermined control signal value and an output force value, an output force value corresponding to the control signal value is obtained; the output force is the pulling force generated by the rotation of the propeller driven by the rotation of the motor; A rotation speed value corresponding to the output force value is obtained according to a functional relationship between a predetermined output force value and a motor rotation speed value, and the rotation speed value is used as a rotation speed control value received from the flight control unit.

2. The method according to claim 1, characterized in that The linear mapping relationship between the control signal value and the output force value is: Output force value = control signal value / maximum control signal value × maximum output force value.

3. The method according to claim 1, characterized in that Before obtaining the speed value corresponding to the output force value according to the functional relationship between the predetermined output force value and the motor speed value, the method further includes: A functional relationship between the output force value and the motor speed is obtained.

4. The method according to claim 3, characterized in that The obtaining of the functional relationship between the output force value and the motor speed value comprises: Obtaining multiple motor speed values ​​and an output force value corresponding to each motor speed value; The functional relationship between the output force value and the motor speed value is determined according to each motor speed value obtained and the output force value corresponding to each motor speed value.

5. The method according to claim 4, characterized in that Obtaining multiple motor speed values ​​and an output force value corresponding to each motor speed value includes any of the following: Divide the value between 0 and the maximum motor speed into N equal parts, and obtain the output force corresponding to the motor speed value at each divided point; or Divide the range from 0 to the maximum output force value into N equal parts, and obtain the motor speed value corresponding to the output force value of each equal division point; N is a natural number greater than 1.

6. A motor control device for an aircraft, characterized in that: The device comprises: A first receiving module is used to receive a speed control value sent by a flight control unit and an estimated speed value of a motor fed back by a vector control unit; A speed error acquisition module, used to determine a speed error value between the estimated speed value and the speed control value; A reference current acquisition module, used for performing proportional integral operation on the rotation speed error value to obtain a reference current value; An estimated current acquisition module, used for receiving the estimated current value of the motor fed back by the vector control unit; A current error acquisition module, used to determine a current error value between the estimated current value and the reference current value; A reference voltage acquisition module, used for performing proportional integral operation on the current error value to obtain a reference voltage value; a first input module, used for inputting the reference voltage value into the vector control unit, so that the vector control unit controls the rotation of the motor according to the reference voltage value; Wherein, the first receiving module includes: A control signal receiving submodule, used to receive the control signal value output by the flight control unit; A linear mapping submodule, used for obtaining an output force value corresponding to the control signal value according to a predetermined linear mapping relationship between the control signal value and the output force value; the output force is the pulling force generated by the rotation of the propeller driven by the rotation of the motor; The function relationship submodule is used to obtain a speed value corresponding to the output force value according to a predetermined function relationship between the output force value and the motor speed value, and use the speed value as the speed control value received from the flight control unit.

7. The device according to claim 6, characterized in that It also includes a functional relationship acquisition module, which is used to obtain the functional relationship between the output force value and the motor speed.

8. The device according to claim 7, characterized in that The functional relationship acquisition module includes: An output force value acquisition submodule is used to obtain multiple motor speed values ​​and an output force value corresponding to each motor speed value; The function fitting submodule is used to determine the functional relationship between the output force value and the motor speed value according to each motor speed value obtained and the output force value corresponding to each motor speed value.

9. The device according to claim 8, characterized in that The output force value acquisition submodule is used to divide the value between 0 and the maximum motor speed into N equal parts, and obtain the output force corresponding to the motor speed value at each equal division point; or It is used to divide the range from 0 to the maximum output force value into N equal parts, and obtain the motor speed value corresponding to the output force value of each equal division point.

10. An electronic speed regulator, characterized in that: The electronic speed regulator comprises the motor control device as claimed in any one of claims 6 to 9.

11. An aircraft, characterized in that: The aircraft comprises the electronic speed governor as claimed in claim 10.

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